# Boeing Alert Service Bulletin 757-53A0107: No revision named

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- Title as filed: SB-757-53A0107
- Pages: 166
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### Page 1

Commercial 
Airplanes
757
Service Bulletin
ALERT
Number: 757-53A0107
Original Issue: July 20, 2017
ATA System: 5300
SUBJECT: FUSELAGE - Skin - Inspections of the Fuselage Skin for Scribe Lines
Export of this technology is controlled under the United States Export Administration Regulations (EAR) (15
CFR 300-774). An export license may be required before it is used for development, production or use by foreign
persons from specific countries. The controller of this data has the individual responsibility to abide by all export
laws.
9E991ECCN:
BOEING PROPRIETARY, CONFIDENTIAL AND/OR TRADE SECRET
Copyright © 2017 Boeing.
Unpublished Work. All Rights Reserved.
Treatment of this document and its content is governed by contract with Boeing. Rights to use this document
are licensed on a per aircraft basis and such rights may not be transferable. For more information, contact The
Boeing Company.
Boeing, the Boeing signature, the Boeing symbol, 707, 717, 727, 737, 747, 757, 767, 777, 787, Dreamliner,
BBJ, DC-8, DC-9, DC-10, KC-10, KC-46, KDC-10, MD-10, MD-11, MD-80, MD-88, MD-90, P-8, Poseidon and
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connection with this document unless provided in writing by Boeing.
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757-53A0107
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Table of Contents
S u m m a r y  ...................................................... 5
1. PLANNING INFORMATION ........................................ 9
A . E f f e c t i v i t y  ................................................ 9
1. Airplanes ............................................. 9
2 . S p a r e s  A f f e c t e d  ........................................ 1 0
B. Concurrent Requirements ...................................... 1 0
C. Reason ................................................ 1 0
D. Description .............................................. 1 1
E. Compliance .............................................. 1 1
F . A p p r o v a l  ............................................... 3 1
G. Manpower .............................................. 3 2
H. Weight and Balance Changes .................................... 3 3
I. Electrical Load Data ......................................... 3 3
J . R e f e r e n c e s  .............................................. 3 3
1. Existing Data: ......................................... 3 3
2. Data Supplied with this Service Bulletin: ........................... 3 4
3. Installation Drawings Used in the Preparation of this Service Bulletin: ........... 3 4
K. Publications Affected ........................................ 3 4
L. Interchangeability and Intermixability of Parts ........................... 3 4
M. Software Accomplishment Summary ................................ 3 4
2. MATERIAL INFORMATION ........................................ 3 5
A. Material - Price and Availability ................................... 3 5
B. Industry Support Information .................................... 3 5
C. Parts Necessary for Each Airplane ................................. 3 5
1 . K i t s / P a r t s  ............................................ 3 5
2. Parts and Materials Supplied by the Operator ........................ 3 5
3. Parts Modified and Reidentified ................................ 3 6
4. Parts Removed and Not Replaced .............................. 3 6
D. Parts Necessary to Change Spares ................................. 3 6
E. Special Tooling - Price and Availability ............................... 3 6
F. Special Tooling Necessary to do this Service Bulletin ....................... 3 6
3. ACCOMPLISHMENT INSTRUCTIONS .................................. 3 9
A. GENERAL INFORMATION ..................................... 3 9
B. WORK INSTRUCTIONS ....................................... 4 2
FIGURE 1: FUSELAGE - SKIN LAP JOINT - ZONE 1 - DETAILED INSPECTION ........... 6 0
FIGURE 2: FUSELAGE - SKIN LAP JOINT - ZONE 2 - DETAILED INSPECTION ........... 6 3
FIGURE 3: FUSELAGE - SKIN LAP JOINT - ZONE 3 - DETAILED INSPECTION ........... 6 6
FIGURE 4: FUSELAGE - CIRCUMFERENTIAL BUTT JOINT AT STA 440 - DETAILED INSPECTION . 69
FIGURE 5: FUSELAGE - CIRCUMFERENTIAL BUTT JOINT AT STA 660 - DETAILED INSPECTION . 72
FIGURE 6: FUSELAGE - CIRCUMFERENTIAL BUTT JOINT AT STA 780 - DETAILED INSPECTION . 75
FIGURE 7: FUSELAGE - CIRCUMFERENTIAL BUTT JOINT AT STA 1180 - DETAILED INSPECTION
.................................................. 7 8
FIGURE 8: FUSELAGE - DECAL - DETAILED INSPECTION ...................... 8 1
FIGURE 9: FUSELAGE - EXTERNAL APPROVED REPAIR - ZONE A, ZONE B AND ZONE C - DETAILED
INSPECTION .......................................... 8 4
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FIGURE 10: FUSELAGE - INTERNAL APPROVED REPAIR - ZONE C - DETAILED AND
NON-DESTRUCTIVE TESTING (NDT) INSPECTION .................... 8 6
FIGURE 11: FUSELAGE - SKIN LAP JOINT - DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS ......................................... 8 8
FIGURE 12: FUSELAGE - CIRCUMFERENTIAL BUTT JOINT - DETAILED AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS ............................... 9 1
FIGURE 13: FUSELAGE - DECAL - DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS
.................................................. 9 3
FIGURE 14: FUSELAGE - EXTERNAL APPROVED REPAIR - DETAILED AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS ............................... 9 5
FIGURE 15: FUSELAGE - SKIN LAP JOINT - LIMITED RETURN TO SERVICE PROGRAM - ZONE 10 -
DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS .......... 9 8
FIGURE 16: FUSELAGE - SKIN LAP JOINT - LIMITED RETURN TO SERVICE PROGRAM - ZONE 11 -
DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS ......... 1 0 2
FIGURE 17: FUSELAGE - SKIN LAP JOINT - LIMITED RETURN TO SERVICE PROGRAM - ZONE 12 -
DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS ......... 1 0 6
FIGURE 18: FUSELAGE - SKIN LAP JOINT - LIMITED RETURN TO SERVICE PROGRAM - ZONE 13 -
DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS ......... 1 1 0
APPENDIX A: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 1: INITIAL INSPECTIONS
F O R  A N Y  S C R I B E  L I N E  A T  S K I N  L A P  J O I N T ....................... 1 1 4
APPENDIX B: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 2: INITIAL INSPECTIONS
FOR ANY SCRIBE LINE AT CIRCUMFERENTIAL BUTT JOINT ............. 1 1 9
APPENDIX C: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 3: INITIAL INSPECTIONS
FOR ANY SCRIBE LINE AT DECAL LOCATIONS ..................... 1 2 4
APPENDIX D: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 4: INITIAL INSPECTIONS
FOR ANY SCRIBE LINE AT LOCATIONS WITH EXISTING EXTERNAL APPROVED REPAIR
................................................. 1 2 7
APPENDIX E: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 5: INITIAL INSPECTIONS
FOR ANY SCRIBE LINE AT LOCATIONS WITH EXISTING INTERNAL APPROVED REPAIR
................................................. 1 3 3
APPENDIX F: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 6: LIMITED RETURN TO
SERVICE (LRTS) PROGRAM INSPECTIONS FOR AIRPLANES WITH ANY SCRIBE LINE AT
S K I N  L A P  J O I N T....................................... 1 3 7
APPENDIX G: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 7: LIMITED RETURN TO
SERVICE (LRTS) PROGRAM INSPECTIONS FOR AIRPLANES WITH ANY SCRIBE LINE AT
CIRCUMFERENTIAL BUTT JOINT ............................. 1 4 3
APPENDIX H: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 8: LIMITED RETURN TO
SERVICE (LRTS) PROGRAM INSPECTIONS FOR ANY SCRIBE LINE AT DECAL LOCATIONS
................................................. 1 4 9
APPENDIX I: LOGIC DIAGRAM FOR PARAGRAPH 1.E., COMPLIANCE TABLE 9: LIMITED RETURN TO
SERVICE (LRTS) PROGRAM INSPECTIONS FOR ANY SCRIBE LINE AT LOCATIONS WITH
EXISTING EXTERNAL APPROVED REPAIR ........................ 1 5 1
APPENDIX J: SEALANT REMO VAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN . 155
APPENDIX K: AIRPLANE FUSELAGE SCRIBE LINE MARK SUMMARY TABLES ............ 1 5 9
APPENDIX L: SCRIBE LINE SAMPLE .................................... 1 6 2
APPENDIX M: FUSELAGE - SKIN LAP JOINT - ZONE INSPECTION SUMMARY TABLE ........ 1 6 5
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Commercial 
Airplanes
757
Service Bulletin
ALERT
SummaryNumber: 757-53A0107Original Issue: July 20, 2017
ATA System: 5300
SUBJECT: FUSELAGE - Skin - Inspections of the Fuselage Skin for Scribe Lines
THIS DOCUMENT IS SENT TO THE OPERATORS OF RECORD OF THE AIRPLANES SHOWN IN
PARAGRAPH 1.A., EFFECTIVITY. IF AN AIRPLANE HAS BEEN LEASED OR SOLD, SEND THIS DOCUMENT
TO THE NEW OPERATOR. IF APPLICABLE SPARES HAVE BEEN SOLD, SEND THIS DOCUMENT TO THE
NEW OWNER.
CONCURRENT REQUIREMENTS
None.
BACKGROUND
This service bulletin gives instructions to inspect for scribe lines or cracks resulting from scribe lines, on the
fuselage skin at lap joints, the splice strap at certain butt joints, the skin or doubler at certain approved repair
doublers and the skin at decals. There is no inspection program specific for fuselage scribe line detection on
757-300 airplanes at present. Implementing a periodic inspection program will mitigate the safety issue. Failure
to detect and completely remove scribe lines may lead to fatigue cracking. If not corrected, scribe lines and
subsequent cracks can potentially lead to rapid decompression and the inability of the principal structural element
to sustain limit load.
The Boeing Company has received reports on six different cases of scribe line damage on 757-300 airplanes.
The affected airplanes have accumulated between 4,500 and 14,000 flight cycles. The scribe lines were discovered
during scheduled maintenance inspections. No cracks have been reported related to scribe lines.
Scribe line damage is not associated with aircraft service life. A scribe line is a narrow, shallow, distinct line of
damage (typically up to 0.006 inch deep), usually associated with the removal of a fillet or gap seal (lap joints
and butt joints, respectively).
A review of fleet activity yields two separate scenarios that are suspected to have caused scribe lines to the
fuselage skin or butt joint splice straps.
The first scenario involves the paint stripping and repainting of airplanes. In the process of stripping and preparing
the airplane for paint, tools were used to remove sealant and paint buildup at lap joints, butt joints, and at certain
external or internal doublers or door scuff plates. Tools like scrapers (steel, wood, hard plastic etc.), knives, or
utility knives can damage the skin, splice straps, or internal doublers. This operation can result in scribe lines
at any of these locations. Fatigue cracks can develop at scribe line locations.
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### Page 6

The second scenario involves the removal or installation of graphic decals on the fuselage. During the removal
and installation of decals across lap joint steps or repairs, investigation into maintenance practices has shown
the decals have been cut in place, using some form of knife, to allow the decal to lie flush to the skin at these
stepped locations. This operation results in scribe lines at the decal cut location. Based on service reports, sharp
tools have also been used for close trimming of the decal's outline. This type of decal trimming has also left
scribe lines on the fuselage skin.
The above maintenance operations can each lead to the same type of scribe line damage and subsequent
premature fatigue cracks.
Boeing Service Related Problem (SRP) 757-SRP-53-0494 is related to this service bulletin.
Boeing Fleet Team Digest (FTD) 757 FTD 53-06005 is related to this service bulletin.
This table is provided to operators for planning purposes only. Refer to the applicable sections for more
information.
ReferenceAffectedPlanning Data
Paragraph 1.A.2., Spares AffectedNoSpares Affected
Paragraph 1.E., Compliance and Paragraph
1.F., Approval
YesAD Related
Paragraph 1.H., Weight and Balance ChangesNoWeight and Balance Change
Paragraph 1.I., Electrical Load DataNoElectrical Load Changed
Paragraph 1.K., Publications AffectedNoPublications Affected
Paragraph 1.K., Publications AffectedNoAirplane Flight Operations Affected (Flight Crew
Operations Manual and/or FAA Approved Air-
plane Flight Manual)
Paragraph 2.C.1., Kits/PartsNoKits/Parts Required
Paragraph 2.C.2., Parts and Materials Supplied
by the Operator
YesOperator Supplied Parts/Material
Paragraph 2.F., Special Tooling Necessary to
do this Service Bulletin
NoSpecial Tooling Required
ACTION
1. Initial Inspections:
Do a detailed inspection for any scribe line at skin lap joints, circumferential butt splices, decal locations,
and locations with existing external or internal approved repairs.
a. If no scribe line is found, or any scribe line is found less than 0.001 inch deep, no further inspections
are required.
b. If any scribe line is found that is within the limits of a typical scribe line and more than or equal to
0.001 inch deep, do a Non-Destructive Testing (NDT) inspection for any crack at each scribe line
location.
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(1) If no crack is found, do the Limited Return To Service (LRTS) Program, at the times specified
in Paragraph 1.E., Compliance, or contact The Boeing Company for repair instructions and
do the repair.
(2) If any crack is found, contact The Boeing Company for repair instructions and do the repair.
c. If any scribe line is found that is not within the limits of a typical scribe line, contact The Boeing
Company for repair instructions and do the repair.
2. LRTS Program:
Do an NDT inspection at the times specified in Paragraph 1.E., Compliance for any crack at each
location where a scribe line was found. If no crack is found, repeat the NDT inspection. If any crack is
found, contact The Boeing Company for repair instructions and do the repair.
EFFECTIVITY
All 757-300 Airplanes. Refer to Paragraph 1.A.1., Airplanes, for the list of affected airplanes.
COMPLIANCE
The Federal Aviation Administration (FAA) will possibly release an Airworthiness Directive related to this service
bulletin. The Airworthiness Directive will make the compliance tasks and times given in this service bulletin
mandatory.
Refer to Paragraph 1.E., Compliance.
INDUSTRY SUPPORT INFORMATION
Boeing warranty remedies are not available for the inspections or repair procedures given in this service bulletin.
MANPOWER
Refer to Paragraph 1.G., Manpower.
MATERIAL INFORMATION
Operator Supplied Parts/Materials.
Refer to Paragraph 2.A., Material - Price and Availability.
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### Page 9

Commercial 
Airplanes
757
Service Bulletin
ALERT
Number: 757-53A0107
Original Issue: July 20, 2017
ATA System: 5300
SUBJECT: FUSELAGE - Skin - Inspections of the Fuselage Skin for Scribe Lines
THIS DOCUMENT IS SENT TO THE OPERATORS OF RECORD OF THE AIRPLANES SHOWN IN
PARAGRAPH 1.A., EFFECTIVITY. IF AN AIRPLANE HAS BEEN LEASED OR SOLD, SEND THIS DOCUMENT
TO THE NEW OPERATOR. IF APPLICABLE SPARES HAVE BEEN SOLD, SEND THIS DOCUMENT TO THE
NEW OWNER.
1.    PLANNING INFORMATION
A. Effectivity
1. Airplanes
This service bulletin is applicable to all 757-300 airplanes, in 1 Group. The Variable Numbers and
Group Information for the applicable airplanes is given below.
Refer to Service Bulletin Index D624N001 Part 3 for Airplane Variable Number, Line Number, and
Serial Number data.
DESCRIPTIONCONFIGURATIONGROUP
757-300 Airplanes-1
Airplane Models:
757-300
GroupVariable Number
1NL001 - NL002
1NL006 - NL017
1NL101 - NL109
1NL141
1NL601 - NL616
1NU701 - NU705
1NU721 - NU728
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### Page 10

GroupVariable Number
1NU731 - NU732
2. Spares Affected
None.
B. Concurrent Requirements
None.
C. Reason
This service bulletin gives instructions to inspect for scribe lines or cracks resulting from scribe lines,
on the fuselage skin at lap joints, the splice strap at certain butt joints, the skin or doubler at certain
approved repair doublers and the skin at decals. There is no inspection program specific for fuselage
scribe line detection on 757-300 airplanes at present. Implementing a periodic inspection program will
mitigate the safety issue. Failure to detect and completely remove scribe lines may lead to fatigue
cracking. If not corrected, scribe lines and subsequent cracks can potentially lead to rapid decompression
and the inability of the principal structural element to sustain limit load.
The Boeing Company has received reports on six different cases of scribe line damage on 757-300
airplanes. The affected airplanes have accumulated between 4,500 and 14,000 flight cycles. The scribe
lines were discovered during scheduled maintenance inspections. No cracks have been reported related
to scribe lines.
Scribe line damage is not associated with aircraft service life. A scribe line is a narrow, shallow, distinct
line of damage (typically up to 0.006 inch deep), usually associated with the removal of a fillet or gap
seal (lap joints and butt joints, respectively).
A review of fleet activity yields two separate scenarios that are suspected to have caused scribe lines
to the fuselage skin or butt joint splice straps.
The first scenario involves the paint stripping and repainting of airplanes. In the process of stripping
and preparing the airplane for paint, tools were used to remove sealant and paint buildup at lap joints,
butt joints, and at certain external or internal doublers or door scuff plates. Tools like scrapers (steel,
wood, hard plastic etc.), knives, or utility knives can damage the skin, splice straps, or internal doublers.
This operation can result in scribe lines at any of these locations. Fatigue cracks can develop at scribe
line locations.
The second scenario involves the removal or installation of graphic decals on the fuselage. During the
removal and installation of decals across lap joint steps or repairs, investigation into maintenance
practices has shown the decals have been cut in place, using some form of knife, to allow the decal
to lie flush to the skin at these stepped locations. This operation results in scribe lines at the decal cut
location. Based on service reports, sharp tools have also been used for close trimming of the decal's
outline. This type of decal trimming has also left scribe lines on the fuselage skin.
The above maintenance operations can each lead to the same type of scribe line damage and
subsequent premature fatigue cracks.
Boeing Service Related Problem (SRP) 757-SRP-53-0494 is related to this service bulletin.
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### Page 11

Boeing Fleet Team Digest (FTD) 757 FTD 53-06005 is related to this service bulletin.
D. Description
1. Initial Inspections:
Do a detailed inspection for any scribe line at skin lap joints, circumferential butt splices, decal
locations, and locations with existing external or internal approved repairs.
a. If no scribe line is found, or any scribe line is found less than 0.001 inch deep, no further
inspections are required.
b. If any scribe line is found that is within the limits of a typical scribe line and more than or equal
to 0.001 inch deep, do a Non-Destructive Testing (NDT) inspection for any crack at each
scribe line location.
(1) If no crack is found, do the Limited Return To Service (LRTS) Program, at the times
specified in Paragraph 1.E., Compliance, or contact The Boeing Company for repair
instructions and do the repair.
(2) If any crack is found, contact The Boeing Company for repair instructions and do the
repair.
c. If any scribe line is found that is not within the limits of a typical scribe line, contact The Boeing
Company for repair instructions and do the repair.
2. LRTS Program:
Do an NDT inspection at the times specified in Paragraph 1.E., Compliance for any crack at each
location where a scribe line was found. If no crack is found, repeat the NDT inspection. If any crack
is found, contact The Boeing Company for repair instructions and do the repair.
The work in this service bulletin is done in the maintenance zone(s) given below.
Affected Maintenance Zones
ZoneModel
117, 118, 119, 121, 122, 123, 124, 125, 126,
131, 132, 133, 134, 135, 136, 139, 141, 142,
143, 144, 149, 151, 152, 153, 154, 155, 156,
161, 162, 163, 164, 165, 166, 221, 222, 223,
224, 231, 232, 233, 234, 241, 242, 243, 244,
251, 252, 253, 254
757-300
E. Compliance
The Federal Aviation Administration (FAA) will possibly release an Airworthiness Directive related to
this service bulletin. The Airworthiness Directive will make the compliance tasks and times given in this
service bulletin mandatory.
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Logic diagrams showing compliance tasks and compliance times are included as an aid in APPENDIX
A, APPENDIX B, APPENDIX C, APPENDIX D, APPENDIX E, APPENDIX F, APPENDIX G, APPENDIX
H, and APPENDIX I.
Accomplish the required actions, based on the applicable conditions in Tables 1 through 9, in accordance
with Paragraph 3. Accomplishment Instructions.
When more than one OPTION is given for a CONDITION, do only one of the OPTION numbers. When
more than one ACTION is given for a CONDITION number or an OPTION number, do all of the ACTION
numbers for that CONDITION number or OPTION number.
Table 1: Initial Inspections for any Scribe Line at Skin Lap Joints
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 20,000
total flight cy-
cles plus first
scribe line op-
portunity. (f)
Do PART 2: SKIN LAP
JOINT DETAILED INSPEC-
TION for any scribe line in
ZONE 1. (d)(e)
All Airplanes. (a)(b)(c)
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 30,000
total flight cy-
cles plus first
scribe line op-
portunity. (f)
Do PART 2: SKIN LAP
JOINT DETAILED INSPEC-
TION for any scribe line in
ZONE 2. (d)(e)
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 40,000
total flight cy-
cles plus first
scribe line op-
portunity. (f)
Do PART 2: SKIN LAP
JOINT DETAILED INSPEC-
TION for any scribe line in
ZONE 3. (d)(e)
--No further inspections are
required at this location. (g)
CONDITION 1: NO
SCRIBE LINE FOUND.
-Before further flight.Do PART 7: SCRIBE LINE
MEASUREMENT at each
scribe line location.
CONDITION 2: ANY
SCRIBE LINE FOUND.
--No further inspections are
required at this location. (g)
CONDITION 2.1: SCRIBE
LINE IS LESS THAN 0.001
INCH DEEP.
-Before further flight.Do PART 8: DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPEC-
TIONS for any crack at
each scribe line location
common to skin lap joints.
CONDITION 2.2: SCRIBE
LINE IS WITHIN THE LIM-
ITS OF A TYPICAL
SCRIBE LINE AND MORE
THAN OR EQUAL TO
0.001 INCH DEEP.
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Table 1: Initial Inspections for any Scribe Line at Skin Lap Joints
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
-At the compliance times in Table
6. (h)
OPTION 1: Do the LRTS
program.
CONDITION 2.2.1: NO
CRACK FOUND.
-Before further flight.OPTION 2: Contact The
Boeing Company for repair
instructions and do the re-
pair.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.2.2: ANY
CRACK FOUND.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.3: SCRIBE
LINE IS NOT WITHIN THE
LIMITS OF A TYPICAL
SCRIBE LINE.
(a) If the operator's records show that the airplane has never been stripped or repainted since delivery from
The Boeing Company and correct sealant removal procedure is implemented for all future work, then the
skin lap joint inspections are not required. Correct sealant removal procedures for future work can be
found in APPENDIX J.
(b) If the operator's records show that the airplane has never been stripped or repainted under the wing-to-
body fairings since delivery from The Boeing Company and correct sealant removal procedure is imple-
mented for all future work, then the skin lap joint inspections in the areas under the wing-to-body fairing
are not required. Correct sealant removal procedures for future work can be found in APPENDIX J.
(c) If the operator's records show that the removal of sealant at all times since delivery has been accomplished
in accordance with the sealant removal procedure in APPENDIX J, then the skin lap joint inspections are
not required.
(d) APPENDIX M shows the relationship between the initial inspection zones and the repeat LRTS inspection
zones.
(e) Operators may elect to inspect zones 1, 2 and 3 at the same time before the threshold is met.
(f) First scribe line opportunity is provided by maintenance records. Adjust the compliance time as shown
below:
1. If record of first paint since delivery is available, add the total flight cycles at first paint to the
threshold.
2. If record of first paint since delivery is not available, add 6,000 flight cycles to the threshold.
(g) No further inspections are required at this location, provided that the correct sealant removal procedure
is used for all future work. Correct sealant removal procedures for future work can be found in APPENDIX
J.
(h) If the initial inspection of scribe lines in any zone is done before the threshold, it is acceptable for not
starting the LRTS program until the applicable threshold is reached.
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### Page 14

Table 2: Initial Inspections for any Scribe Line at Circumferential Butt Joints
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 30,000
total flight cy-
cles plus first
scribe line op-
portunity. (d)
Do PART 3: CIRCUMFER-
ENTIAL BUTT JOINT DE-
TAILED INSPECTION for
any scribe line at STA 440.
(c)
All Airplanes. (a)(b)
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 30,000
total flight cy-
cles plus first
scribe line op-
portunity. (d)
Do PART 3: CIRCUMFER-
ENTIAL BUTT JOINT DE-
TAILED INSPECTION for
any scribe line at STA 660.
(c)
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 40,000
total flight cy-
cles plus first
scribe line op-
portunity. (d)
Do PART 3: CIRCUMFER-
ENTIAL BUTT JOINT DE-
TAILED INSPECTION for
any scribe line at STA 780.
(c)
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 40,000
total flight cy-
cles plus first
scribe line op-
portunity. (d)
Do PART 3: CIRCUMFER-
ENTIAL BUTT JOINT DE-
TAILED INSPECTION for
any scribe line at STA
1180. (c)
--No further inspections are
required at this location. (e)
CONDITION 1: NO
SCRIBE LINE FOUND.
-Before further flight.Do PART 7: SCRIBE LINE
MEASUREMENT at each
scribe line location.
CONDITION 2: ANY
SCRIBE LINE FOUND.
--No further inspections are
required at this location. (e)
CONDITION 2.1: SCRIBE
LINE IS LESS THAN 0.001
INCH DEEP.
-Before further flight.Do PART 8: DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPEC-
TIONS for any crack at
each scribe line location
common to circumferential
butt joints.
CONDITION 2.2: SCRIBE
LINE IS WITHIN THE LIM-
ITS OF A TYPICAL
SCRIBE LINE AND MORE
THAN OR EQUAL TO
0.001 INCH DEEP.
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### Page 15

Table 2: Initial Inspections for any Scribe Line at Circumferential Butt Joints
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
-At the compliance times in Table
7. (f)
OPTION 1: Do the LRTS
program.
CONDITION 2.2.1: NO
CRACK FOUND.
-Before further flight.OPTION 2: Contact The
Boeing Company for repair
instructions and do the re-
pair.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.2.2: ANY
CRACK FOUND.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.3: SCRIBE
LINE IS NOT WITHIN THE
LIMITS OF A TYPICAL
SCRIBE LINE.
(a) If the operator's records show that the airplane has never been stripped or repainted since delivery from
The Boeing Company and correct sealant removal procedure is implemented for all future work, then the
circumferential butt joint inspections are not required. Correct sealant removal procedures for future work
can be found in APPENDIX J.
(b) If the operator's records show that the removal of sealant at all times since delivery has been accomplished
in accordance with the sealant removal procedure in APPENDIX J, then the circumferential butt joint in-
spections are not required.
(c) Operators may elect to inspect the stated butt joint locations all at the same time before the threshold is
met.
(d) First scribe line opportunity is provided by maintenance records. Adjust the compliance time as shown
below:
1. If record of first paint since delivery is available, add the total flight cycles at first paint to the
threshold.
2. If record of first paint since delivery is not available, add 6,000 flight cycles to the threshold.
(e) No further inspections are required at this location, provided that the correct sealant removal procedure
is used for all future work. Correct sealant removal procedures for future work can be found in APPENDIX
J.
(f) If the initial inspection of scribe lines in any zone is done before the threshold, it is acceptable for not
starting the LRTS program until the applicable threshold is reached.
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### Page 16

Table 3: Initial Inspections for any Scribe Line at Decal Locations
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 40,000
total flight cy-
cles plus first
scribe line op-
portunity. (b)
Do PART 4: DECAL - DE-
TAILED INSPECTION for
any scribe line at each de-
cal in the inspection area.
(a)
All Airplanes.
--No further inspections are
required at this location.
CONDITION 1: NO
SCRIBE LINE FOUND.
-Before further flight.Do PART 7: SCRIBE LINE
MEASUREMENT at each
scribe line location.
CONDITION 2: ANY
SCRIBE LINE FOUND.
--No further inspections are
required at this location.
CONDITION 2.1: SCRIBE
LINE IS LESS THAN 0.001
INCH DEEP.
-Before further flight.Do PART 8: DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPEC-
TIONS for any crack at
each scribe line at decal
locations.
CONDITION 2.2: SCRIBE
LINE IS WITHIN THE LIM-
ITS OF A TYPICAL
SCRIBE LINE AND MORE
THAN OR EQUAL TO
0.001 INCH DEEP.
-At the compliance times in Table
8. (c)
OPTION 1: Do the LRTS
program.
CONDITION 2.2.1: NO
CRACK FOUND.
-Before further flight.OPTION 2: Contact The
Boeing Company for repair
instructions and do the re-
pair.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.2.2: ANY
CRACK FOUND.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.3: SCRIBE
LINE IS NOT WITHIN THE
LIMITS OF A TYPICAL
SCRIBE LINE.
(a) If the operator's records show that the airplane has never had decals installed in the inspection area since
delivery, then the decal area inspections are not required.
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### Page 17

Table 3: Initial Inspections for any Scribe Line at Decal Locations
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
(b) First scribe line opportunity is provided by maintenance records. Adjust the compliance time as shown
below:
1. If record of first decal installation since delivery is available, add the total flight cycles at first paint
to the threshold.
2. If record of first decal installation since delivery is not available, add 6,000 flight cycles to the
threshold.
(c) If the initial inspection of scribe lines in any zone is done before the threshold, it is acceptable for not
starting the LRTS program until the applicable threshold is reached.
Table 4: Initial Inspections for any Scribe Line at Locations with Existing External Approved Repair
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 25,000
total flight cy-
cles plus first
scribe line op-
portunity. (g)
Do PART 5: EXTERNAL
APPROVED REPAIR DE-
TAILED INSPECTION for
any scribe line in ZONE A
and ZONE B. (c)(d)(e)(f)
Airplanes with existing ex-
ternal approved repair in
ZONE A or ZONE B that is
20 inches or longer longitu-
dinally with no circumferen-
tial limitations, and that
ends on a 0.040 - 0.044
inch skin thickness. (a)(b)
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 40,000
total flight cy-
cles plus first
scribe line op-
portunity. (g)
Do PART 5: EXTERNAL
APPROVED REPAIR DE-
TAILED INSPECTION for
any scribe line in ZONE A
and ZONE B. (c)(d)(e)(f)
Airplanes with existing ex-
ternal approved repair in
ZONE A or ZONE B that is
20 inches or longer longitu-
dinally with no circumferen-
tial limitations, and that
ends on a 0.045 - 0.049
inch skin thickness. (a)(b)
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 6,500 to-
tal flight cycles
plus first scribe
line opportunity.
(g)
Do PART 5: EXTERNAL
APPROVED REPAIR DE-
TAILED INSPECTION for
any scribe line in ZONE C.
(c)(d)(e)
Airplanes with existing ex-
ternal approved repair in
ZONE C that is larger than
20 inches longitudinally or
12 inches circumferentially.
(a)(b)
--No further inspections are
required at this location. (h)
CONDITION 1: NO
SCRIBE LINE FOUND.
-Before further flight.Do PART 7: SCRIBE LINE
MEASUREMENT at each
scribe line location.
CONDITION 2: ANY
SCRIBE LINE FOUND.
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### Page 18

Table 4: Initial Inspections for any Scribe Line at Locations with Existing External Approved Repair
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
--No further inspections are
required at this location. (h)
CONDITION 2.1: SCRIBE
LINE IS LESS THAN 0.001
INCH DEEP.
-Before further flight.Do PART 8: DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPEC-
TIONS for any crack at
each scribe line location
common to an existing ex-
ternal approved repair.
CONDITION 2.2: SCRIBE
LINE IS WITHIN THE LIM-
ITS OF A TYPICAL
SCRIBE LINE AND MORE
THAN OR EQUAL TO
0.001 INCH DEEP.
-At the compliance times in Table
9. (i)
OPTION 1 (ACTION 1): Do
the LRTS program at each
scribe line location in
ZONE A and ZONE B
common to external ap-
proved repair that is 20
inches or longer longitudi-
nally with no circumferen-
tial limitations, and that
ends on a 0.040 - 0.044
inch or 0.045 - 0.049 inch
skin thickness.
CONDITION 2.2.1: NO
CRACK FOUND.
-Before further flight.OPTION 1 (ACTION 2):
Contact The Boeing Com-
pany for Limited Return to
Service (LRTS) program
instructions and do the
work instructed by Boeing
for each scribe line location
in ZONE C common to ex-
ternal approved repair that
is larger than 20 inches
longitudinally or 12 inches
circumferentially.
-Before further flight.OPTION 2: Contact The
Boeing Company for repair
instructions and do the re-
pair.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.2.2: ANY
CRACK FOUND.
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### Page 19

Table 4: Initial Inspections for any Scribe Line at Locations with Existing External Approved Repair
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.3: SCRIBE
LINE IS NOT WITHIN THE
LIMITS OF A TYPICAL
SCRIBE LINE.
(a) Refer to 757-300 SRM 53-00-01 for definition of ZONE A, ZONE B and ZONE C.
(b) The repair dimensions are measured relative to the size of the repair doubler.
(c) For each repair, if the operator's records show that the airplane has never been stripped or repainted since
the external approved repair has been installed and correct sealant removal procedure is implemented
for all future work, then the external approved repair inspections for that specific repair are not required.
Correct sealant removal procedures for future work can be found in APPENDIX J.
(d) If the operator's records show that the removal of sealant at all times since the external approved repair
has been installed has been accomplished in accordance with the sealant removal procedure in APPENDIX
J and correct sealant removal procedure is implemented for all future work, then the external approved
repair inspections are not required.
(e) Inspection for any scribe line is only required where the external approved repair is in the pressurized
section of the fuselage.
(f) Operators may elect to inspect the stated external approved repair locations all at the same time before
the threshold is met.
(g) First scribe line opportunity is provided by maintenance records. Adjust the compliance time as shown
below:
1. If records for repair and paint are unavailable, add 6,000 flight cycles to the threshold.
2. If only repair record is available, add the total airplane flight cycles at the time the repair was in-
stalled or 6,000 flight cycles, whichever is more, to the threshold.
3. If only paint record is available, add the airplane flight cycles at first paint to threshold.
4. If both paint and repair records are available, add the airplane flight cycles at the first re-paint
after the installation of the repair to the threshold.
(h) No further inspections are required at this location, provided that the correct sealant removal procedure
is used for all future work. Correct sealant removal procedures for future work can be found in APPENDIX
J.
(i) If the initial inspection of scribe lines in any zone is done before the threshold, it is acceptable for not
starting the LRTS program until the applicable threshold is reached.
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### Page 20

Table 5: Initial Inspections for any Scribe Line at Locations with Existing Internal Approved Repair
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
-Within 3,300
flight cycles af-
ter the original
issue date of
this service bul-
letin.
Before 11,000
total flight cy-
cles plus first
scribe line op-
portunity. (e)
Do PART 6: INTERNAL
APPROVED REPAIR DE-
TAILED INSPECTION for
any scribe line in ZONE C.
(c)(d)
Airplanes with existing inter-
nal approved repair in
ZONE C that is larger than
20 inches longitudinally or
12 inches circumferentially.
(a)(b)
--No further inspections are
required at this location. (f)
CONDITION 1: NO
SCRIBE LINE FOUND.
-Before further flight.Do PART 7: SCRIBE LINE
MEASUREMENT at each
scribe line location.
CONDITION 2: ANY
SCRIBE LINE FOUND.
--No further inspections are
required at this location. (f)
CONDITION 2.1: SCRIBE
LINE IS LESS THAN 0.001
INCH DEEP.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.2: SCRIBE
LINE IS WITHIN THE LIM-
ITS OF A TYPICAL
SCRIBE LINE AND MORE
THAN OR EQUAL TO
0.001 INCH DEEP.
-Before further flight.Contact The Boeing Com-
pany for repair instructions
and do the repair.
CONDITION 2.3: SCRIBE
LINE IS NOT WITHIN THE
LIMITS OF A TYPICAL
SCRIBE LINE.
(a) Refer to 757-300 SRM 53-00-01 for definition of ZONE C.
(b) The repair dimensions are measured relative to the size of the skin cut-out.
(c) For each repair, if the operator's records show that the airplane has never been stripped or repainted since
the internal approved repair has been installed and correct sealant removal procedure is implemented for
all future work, then the internal approved repair inspections for that specific repair are not required. Correct
sealant removal procedures for future work can be found in APPENDIX J.
(d) If the operator's records show that the removal of sealant at all times since the internal approved repair
has been installed has been accomplished in accordance with the sealant removal procedure in APPENDIX
J and correct sealant removal procedure is implemented for all future work, then the internal approved
repair inspections are not required.
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### Page 21

Table 5: Initial Inspections for any Scribe Line at Locations with Existing Internal Approved Repair
Repeat Interval
(Not to Exceed)
Compliance Time (Whichever
Occurs Later)
ActionCondition
(e) First scribe line opportunity is provided by maintenance records. Adjust the compliance time as shown
below:
1. If records for repair and paint are unavailable, add 6,000 flight cycles to the threshold.
2. If only repair record is available, add the total airplane flight cycles at the time the repair was in-
stalled or 6,000 flight cycles, whichever is more, to the threshold.
3. If only paint record is available, add the airplane flight cycles at first paint to threshold.
4. If both paint and repair records are available, add the airplane flight cycles at the first re-paint
after the installation of the repair to the threshold.
(f) No further inspections are required at this location, provided that the correct sealant removal procedure
is used for all future work. Correct sealant removal procedures for future work can be found in APPENDIX
J.
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### Page 22

Table 6: Limited Return to Service (LRTS) Program Inspections for Airplanes with any Scribe Line at
Skin Lap Joints
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
-Within 1,500 flight cycles
after the time the scribe line
was found. (c)
Do PART 9: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - SKIN LAP JOINT DE-
TAILED AND NON-DESTRUC-
TIVE TESTING (NDT) INSPEC-
TIONS for any crack at each
scribe line location in ZONE 10.
(b)
Airplanes with any Scribe
Line at Skin Lap Joints. (a)
-Within 2,000 flight cycles
after the time the scribe line
was found. (c)
Do PART 9: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - SKIN LAP JOINT DE-
TAILED AND NON-DESTRUC-
TIVE TESTING (NDT) INSPEC-
TIONS for any crack at each
scribe line location in ZONE 11.
(b)
-Within 2,500 flight cycles
after the time the scribe line
was found. (c)
Do PART 9: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - SKIN LAP JOINT DE-
TAILED AND NON-DESTRUC-
TIVE TESTING (NDT) INSPEC-
TIONS for any crack at each
scribe line location in ZONE 12.
(b)
-Within 3,500 flight cycles
after the time the scribe line
was found. (c)
Do PART 9: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - SKIN LAP JOINT DE-
TAILED AND NON-DESTRUC-
TIVE TESTING (NDT) INSPEC-
TIONS for any crack at each
scribe line location in ZONE 13.
(b)
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### Page 23

Table 6: Limited Return to Service (LRTS) Program Inspections for Airplanes with any Scribe Line at
Skin Lap Joints
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
1,500 flight cycles.-CONDITION 3 (ACTION 1): Re-
peat PART 9: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - SKIN LAP JOINT DE-
TAILED AND NON-DESTRUC-
TIVE TESTING (NDT) INSPEC-
TIONS for any crack at each
scribe line location in ZONE 10.
CONDITION 3: NO
CRACK FOUND IN ZONE
10 during PART 9 inspec-
tion.
-Before 50,000 total flight
cycles.
CONDITION 3 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 4: ANY
CRACK FOUND IN ZONE
10 during PART 9 inspec-
tion.
2,000 flight cycles.-CONDITION 5 (ACTION 1): Re-
peat PART 9: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - SKIN LAP JOINT DE-
TAILED AND NON-DESTRUC-
TIVE TESTING (NDT) INSPEC-
TIONS for any crack at each
scribe line location in ZONE 11.
CONDITION 5: NO
CRACK FOUND IN ZONE
11 during PART 9 inspec-
tion.
-Before 50,000 total flight
cycles.
CONDITION 5 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 6: ANY
CRACK FOUND IN ZONE
11 during PART 9 inspec-
tion.
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### Page 24

Table 6: Limited Return to Service (LRTS) Program Inspections for Airplanes with any Scribe Line at
Skin Lap Joints
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
2,500 flight cycles.-CONDITION 7 (ACTION 1): Re-
peat PART 9: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - SKIN LAP JOINT DE-
TAILED AND NON-DESTRUC-
TIVE TESTING (NDT) INSPEC-
TIONS for any crack at each
scribe line location in ZONE 12.
CONDITION 7: NO
CRACK FOUND IN ZONE
12 during PART 9 inspec-
tion.
-Before 50,000 total flight
cycles.
CONDITION 7 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 8: ANY
CRACK FOUND IN ZONE
12 during PART 9 inspec-
tion.
3,500 flight cycles.-CONDITION 9 (ACTION 1): Re-
peat PART 9: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - SKIN LAP JOINT DE-
TAILED AND NON-DESTRUC-
TIVE TESTING (NDT) INSPEC-
TIONS for any crack at each
scribe line location in ZONE 13.
CONDITION 9: NO
CRACK FOUND IN ZONE
13 during PART 9 inspec-
tion.
-Before 50,000 total flight
cycles.
CONDITION 9 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 10: ANY
CRACK FOUND IN ZONE
13 during PART 9 inspec-
tion.
(a) Condition 2.2.1 in Table 1 Initial Inspections For Any Scribe Line At Skin Lap Joints needs to be met before
doing the LRTS program inspections.
(b) APPENDIX M shows the relationship between the initial inspection zones and the repeat LRTS inspection
zones.
(c) If the initial inspection of scribe lines in any zone is done before the threshold, it is acceptable for not
starting the LRTS program until the applicable threshold is reached.
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### Page 25

Table 7: Limited Return to Service (LRTS) Program Inspections for Airplanes with any Scribe Line at
Circumferential Butt Joints
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
-Within 6,000 flight cycles
after the time the scribe line
was found. (b)
Do PART 10: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - CIRCUMFERENTIAL
BUTT JOINT DETAILED AND
NON-DESTRUCTIVE TESTING
(NDT) INSPECTIONS for any
crack at each scribe line location
at STA 440.
Airplanes with any Scribe
Line at Circumferential Butt
Joint. (a)
-Within 10,000 flight cycles
after the time the scribe line
was found. (b)
Do PART 10: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - CIRCUMFERENTIAL
BUTT JOINT DETAILED AND
NON-DESTRUCTIVE TESTING
(NDT) INSPECTIONS for any
crack at each scribe line location
at STA 660.
-Within 10,000 flight cycles
after the time the scribe line
was found. (b)
Do PART 10: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - CIRCUMFERENTIAL
BUTT JOINT DETAILED AND
NON-DESTRUCTIVE TESTING
(NDT) INSPECTIONS for any
crack at each scribe line location
at STA 780.
-Within 2,500 flight cycles
after the time the scribe line
was found. (b)
Do PART 10: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - CIRCUMFERENTIAL
BUTT JOINT DETAILED AND
NON-DESTRUCTIVE TESTING
(NDT) INSPECTIONS for any
crack at each scribe line location
at STA 1180.
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Table 7: Limited Return to Service (LRTS) Program Inspections for Airplanes with any Scribe Line at
Circumferential Butt Joints
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
6,000 flight cycles.-CONDITION 11 (ACTION 1):
Repeat PART 10: LIMITED RE-
TURN TO SERVICE (LRTS)
PROGRAM - CIRCUMFEREN-
TIAL BUTT JOINT DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location at STA 440.
CONDITION 11: NO
CRACK FOUND AT STA
440 during PART 10 in-
spection.
-Before 50,000 total flight
cycles.
CONDITION 11 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 12: ANY
CRACK FOUND AT STA
440 during PART 10 in-
spection.
10,000 flight cy-
cles.
-CONDITION 13 (ACTION 1):
Repeat PART 10: LIMITED RE-
TURN TO SERVICE (LRTS)
PROGRAM - CIRCUMFEREN-
TIAL BUTT JOINT DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location at STA 660.
CONDITION 13: NO
CRACK FOUND AT STA
660 during PART 10 in-
spection.
-Before 50,000 total flight
cycles.
CONDITION 13 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 14: ANY
CRACK FOUND AT STA
660 during PART 10 in-
spection.
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Table 7: Limited Return to Service (LRTS) Program Inspections for Airplanes with any Scribe Line at
Circumferential Butt Joints
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
10,000 flight cy-
cles.
-CONDITION 15 (ACTION 1):
Repeat PART 10: LIMITED RE-
TURN TO SERVICE (LRTS)
PROGRAM - CIRCUMFEREN-
TIAL BUTT JOINT DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location at STA 780.
CONDITION 15: NO
CRACK FOUND AT STA
780 during PART 10 in-
spection.
-Before 50,000 total flight
cycles.
CONDITION 15 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 16: ANY
CRACK FOUND AT STA
780 during PART 10 in-
spection.
2,500 flight cycles.-CONDITION 17 (ACTION 1):
Repeat PART 10: LIMITED RE-
TURN TO SERVICE (LRTS)
PROGRAM - CIRCUMFEREN-
TIAL BUTT JOINT DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location at STA 1180.
CONDITION 17: NO
CRACK FOUND AT STA
1180 during PART 10 in-
spection.
-Before 50,000 total flight
cycles.
CONDITION 17 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 18: ANY
CRACK FOUND AT STA
1180 during PART 10 in-
spection.
(a) Condition 2.2.1 in Table 2 Initial Inspections for any Scribe Line at Circumferential Butt Joints needs to
be met before doing the LRTS program inspections.
(b) If the initial inspection of scribe lines in any zone is done before the threshold, it is acceptable for not
starting the LRTS program until the applicable threshold is reached.
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Table 8: Limited Return to Service (LRTS) Program Inspections for any Scribe Line at Decal Locations
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
-Within 3,500 flight cycles
after the time the scribe line
was found. (b)
Do PART 11: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - DECAL DETAILED AND
NON-DESTRUCTIVE TESTING
(NDT) INSPECTIONS for any
crack at each scribe line location.
Airplanes with any Scribe
Line at Decal Locations. (a)
3,500 flight cycles.-CONDITION 19 (ACTION 1):
Repeat PART 11: LIMITED RE-
TURN TO SERVICE (LRTS)
PROGRAM - DECAL DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location.
CONDITION 19: NO
CRACK FOUND during
PART 11 inspection.
-Before 50,000 total flight
cycles.
CONDITION 19 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 20: ANY
CRACK FOUND during
PART 11 inspection.
(a) Condition 2.2.1 in Table 3 Initial Inspections for any Scribe Line at Decal Locations needs to be met before
doing the LRTS program inspections.
(b) If the initial inspection of scribe lines in any zone is done before the threshold, it is acceptable for not
starting the LRTS program until the applicable threshold is reached.
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Table 9: Limited Return to Service (LRTS) Program Inspections for any Scribe Line at Locations with
Existing External Approved Repair
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
-Within 2,500 flight cycles
after the time the scribe line
was found. (c)
Do PART 12: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - EXTERNAL AP-
PROVED REPAIR DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location in ZONE A and ZONE B
common to external approved
repair that is 20 inches or longer
longitudinally with no circumfer-
ential limitations, and that ends
on a 0.040 - 0.044 inch skin
thickness. (b)
Airplanes with any Scribe
Line at Existing External
Approved Repair Loca-
tions. (a)
-Within 3,500 flight cycles
after the time the scribe line
was found. (c)
Do PART 12: LIMITED RETURN
TO SERVICE (LRTS) PRO-
GRAM - EXTERNAL AP-
PROVED REPAIR DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location in ZONE A and ZONE B
common to external approved
repair that is 20 inches or longer
longitudinally with no circumfer-
ential limitations, and that ends
on a 0.045 - 0.049 inch skin
thickness. (b)
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Table 9: Limited Return to Service (LRTS) Program Inspections for any Scribe Line at Locations with
Existing External Approved Repair
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
2,500 flight cycles.-CONDITION 21 (ACTION 1):
Repeat PART 12: LIMITED RE-
TURN TO SERVICE (LRTS)
PROGRAM - EXTERNAL AP-
PROVED REPAIR DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location in ZONE A and ZONE B
common to external approved
repair that is 20 inches or longer
longitudinally with no circumfer-
ential limitations, and that ends
on a 0.040 - 0.044 inch skin
thickness.
CONDITION 21: NO
CRACK FOUND in ZONE
A or ZONE B common to
external approved repair
that is 20 inches or longer
longitudinally with no cir-
cumferential limitations,
and that ends on a 0.040 -
0.044 inch skin thickness.
-Before 50,000 total flight
cycles.
CONDITION 21 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 22: ANY
CRACK FOUND in ZONE
A or ZONE B common to
external approved repair
that is 20 inches or longer
longitudinally with no cir-
cumferential limitations,
and that ends on a 0.040 -
0.044 inch skin thickness.
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Table 9: Limited Return to Service (LRTS) Program Inspections for any Scribe Line at Locations with
Existing External Approved Repair
Repeat Interval
(Not to Exceed)
Compliance TimeActionCondition
3,500 flight cycles.-CONDITION 23 (ACTION 1):
Repeat PART 12: LIMITED RE-
TURN TO SERVICE (LRTS)
PROGRAM - EXTERNAL AP-
PROVED REPAIR DETAILED
AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS
for any crack at each scribe line
location in ZONE A and ZONE B
common to external approved
repair that is 20 inches or longer
longitudinally with no circumfer-
ential limitations, and that ends
on a 0.045 - 0.049 inch skin
thickness.
CONDITION 23: NO
CRACK FOUND in ZONE
A or ZONE B common to
external approved repair
that is 20 inches or longer
longitudinally with no cir-
cumferential limitations,
and that ends on a 0.045 -
0.049 inch skin thickness.
-Before 50,000 total flight
cycles.
CONDITION 23 (ACTION 2):
Contact The Boeing Company
for additional work instructions
and do the work instructed by
Boeing.
-Before further flight.Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 24: ANY
CRACK FOUND in ZONE
A or ZONE B common to
external approved repair
that is 20 inches or longer
longitudinally with no cir-
cumferential limitations,
and that ends on a 0.045 -
0.049 inch skin thickness.
(a) Condition 2.2.1 in Table 4 Initial Inspections for any Scribe Line at Locations with Existing External Approved
Repair needs to be met before doing the LRTS program inspections.
(b) Refer to 757-300 SRM 53-00-01 for definition of ZONE A and ZONE B.
(c) If the initial inspection of scribe lines in any zone is done before the threshold, it is acceptable for not
starting the LRTS program until the applicable threshold is reached.
F. Approval
This service bulletin was examined by the Federal Aviation Administration (FAA). The changes specified
in this service bulletin comply with the applicable regulations and are FAA approved, as well as European
Aviation Safety Agency (EASA)/Joint Aviation Authorities (JAA) approved for all EASA/JAA approved
airplanes listed in the service bulletin effectivity. This service bulletin and its approval were based on
the airplane in its original Boeing delivery configuration or as modified by other approved Boeing
changes.
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If an airplane has a non-Boeing modification or repair that affects a component or system also affected
by this service bulletin, the operator is responsible for obtaining appropriate regulatory agency approval
before incorporating this service bulletin.
G. Manpower
The table below shows an estimate of the task hours necessary to do this inspection for each airplane.
This estimate is for direct labor only, done by an experienced crew. Adjust the estimate with operator
task hour data if necessary. The estimate does not include lost time. These are some examples of lost
time:
• Time to adjust to the workplace
• Time to schedule the work
• Time to inspect the work
• Time to cure the materials
• Time to make the parts
• Time to find the tools
Initial Inspections
Elapsed HoursTask HoursNumber of PersonsTask
12.0060.005Preparation
1.002.002FIGURE 1
4.0016.004FIGURE 2
1.003.003FIGURE 3
0.750.751FIGURE 4
1.351.351FIGURE 5
0.750.751FIGURE 6
0.750.751FIGURE 7
1.002.002FIGURE 8
1.251.251FIGURE 9
1.001.001FIGURE 10
(a)(a)(a)FIGURE 11
(a)(a)(a)FIGURE 12
(a)(a)(a)FIGURE 13
(a)(a)(a)FIGURE 14
14.0060.004Restoration
38.85148.85TOTAL FOR EACH AIRPLANE
(a) The work in this figure depends on previous inspection results and may vary
based on the number of scribe lines found. Therefore, no estimate is given.
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Limited Return to Service (LRTS) Program
Elapsed HoursTask HoursNumber of PersonsTask
Preparation
(a)(a)(a)FIGURE 15
(a)(a)(a)FIGURE 16
(a)(a)(a)FIGURE 17
(a)(a)(a)FIGURE 18
(a)(a)(a)FIGURE 12
(a)(a)(a)FIGURE 13
(a)(a)(a)FIGURE 14
Restoration
TOTAL FOR EACH AIRPLANE
(a) The work in this figure depends on previous inspection results and may vary
based on the number of scribe lines found. Therefore, no estimate is given.
H. Weight and Balance Changes
None.
I. Electrical Load Data
Not changed.
J. References
1. Existing Data:
a. Boeing Service Letter 757-SL-51-022
b. Boeing Service Related Problem (SRP) 757-SRP-53-0494
c. Service Bulletin Index D624N001
d. Standard Overhaul Practices Manual (SOPM) 20-30-03, 20-41-02, 20-43-03
e. 757 Aircraft Maintenance Manual (AMM) 06-41-00, 51-21-10, 51-31-00, 51-31-01
f. 757 Fleet Team Digest (FTD) 757-FTD-53-06005
g. 757 Non-Destructive Testing (NDT) Manual Part 10, 53-30-01, Part 4, 53-00-01, Part 4,
53-00-02, Part 6, 51-00-01, Part 6, 51-00-19, Part 6, 53-00-09, Part 6, 53-00-12, Part 6,
53-00-13, Part 6, 53-00-14, Part 6, 53-00-15, Part 6, 53-00-16
h. 757-300 Structural Repair Manual (SRM) 53-00-01
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2. Data Supplied with this Service Bulletin:
None.
3. Installation Drawings Used in the Preparation of this Service Bulletin:
None.
K. Publications Affected
1. Publications:
None.
2. Damage Tolerance Based Structural Inspections:
Boeing has evaluated the repairs and/or changes in this service bulletin for effects on Fatigue
Critical Structure (FCS) and for changes to Damage Tolerance Inspections (DTI) required in the
Maintenance Program. This service bulletin affects FCS but no new DTIs are necessary.
L. Interchangeability and Intermixability of Parts
Accomplishment of this service bulletin does not affect interchangeability or intermixability of parts.
M. Software Accomplishment Summary
Not affected.
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2.    MATERIAL INFORMATION
A. Material - Price and Availability
None.
B. Industry Support Information
Boeing warranty remedies are not available for the inspections or repair procedures given in this service
bulletin.
C. Parts Necessary for Each Airplane
1. Kits/Parts
None.
2. Parts and Materials Supplied by the Operator
The following parts or materials are necessary to do the change in this service bulletin. Parts and
materials in the manuals given in Paragraph 1.J., References, can also be necessary. Examine
operator part and material supply to make sure all necessary parts and materials are available.
NotesNameQTYPart Number /
Specification
(b)(c)(f)Chemical Conversion Coating10 OuncesType 2, Class A
(a)(c)(f)(g)Primer24 OuncesBMS 10-11 Type 1
(a)(c)(d)(e)(f)(g)Primer Plus Enamel24 OuncesBMS 10-72
(a)(c)(d)(e)(f)(g)Primer24 OuncesBMS 10-79, Type
II
(a)(c)(d)(e)(f)Topcoat24 OuncesBMS 10-60, Type
II
(a) Refer to Qualified Products List at the end of the Boeing Material Specification (BMS) for
supplier data.
(b) Refer to SOPM 20-43-03 for material sources.
(c) This material is only necessary if paint is removed.
(d) This material is only necessary if BMS 10-79 and BMS 10-60 or the operators normal decorative
paint system is not used.
(e) This material is only necessary if BMS 10-72 or the operators normal decorative paint system
is not used.
(f) The quantity given is an approximation. The actual quantity required will vary depending on
the results of the scribe line inspections.
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NotesNameQTYPart Number /
Specification
(g) Some primers contain Strontium Chromate and will not be available in the European Union
after January 2019 without an authorization. EU operators are encouraged to ensure their
suppliers are authorized to provide the material after the sunset date and users comply with
the risk mitigation measures and operational conditions. Place this note on Type 2, Class A
conversion coating - Some conversion coatings contain Chromium trioxide/Chromic acid and
will not be available in the European Union after September 2017 without an authorization.
EU operators are encouraged to ensure their suppliers are authorized to provide the material
after the sunset date and users comply with the risk mitigation measures and operational
conditions.
3. Parts Modified and Reidentified
None.
4. Parts Removed and Not Replaced
None.
D. Parts Necessary to Change Spares
None.
E. Special Tooling - Price and Availability
None.
F. Special Tooling Necessary to do this Service Bulletin
No special tools or equipment are necessary to do the change in this service bulletin. But, maintenance
and overhaul tools in the manuals given in Paragraph 1.J., References, can be necessary. Examine
operator tool supply to make sure all necessary tools are available.
The following is a list of example equipment that can be used for scribe line detection.
NameNumber
Digital Optical Micrometer (a)(b)Model Number 8400K
Optical Micrometer (a)(c)Model 966 (Part Number 125632-1) or Model 966A
(Part Number 125632)
(a) These are typical optical micrometers.
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NameNumber
(b) Rene Company 1005 South Mountain Avenue Monrovia,
California 91016
USA
Toll free: (866) 358-9955
Tel: (626) 358-9955 Fax: (626) 358-1448
Email: info@renecompany.com
(c) Taber Industries
455 Bryant Street
North Tonawanda, New York 14120
USA
Toll free: (800) 33-5300 (in USA or Canada)
Phone: (716) 694-4000
Fax: (716) 694-1450
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3.    ACCOMPLISHMENT INSTRUCTIONS
A. GENERAL INFORMATION
KEEP THE WORK AREA, WIRES AND ELECTRICAL BUNDLES CLEAN OF
METAL PARTICLES OR CONTAMINATION WHEN YOU USE TOOLS. UNWANTED
MATERIAL, METAL PARTICLES OR CONTAMINATION CAUGHT IN WIRE
BUNDLES CAN CAUSE DAMAGE TO THE BUNDLES. DAMAGED WIRE BUNDLES
CAN CAUSE SPARKS OR OTHER ELECTRICAL DAMAGE.
CAUTION
NOTE: 1. Manual titles are referred to by acronyms. Refer to Paragraph 1.J., References, for
definition of the acronyms.
2. Obey all of the warnings and cautions given in the specified manual sections.
3. Unless shown differently, these dimensions and tolerances are used:
– Linear dimensions are in inches
– Tolerance on linear dimensions, other than rivet and bolt edge margins, is plus
or minus 0.03 inch
– Tolerance on rivet and bolt edge margin is plus or minus 0.05 inch
– Angular tolerance is plus or minus 2 degrees
– Hole dimensions for standard solid rivets and fasteners are in Structural Repair
Manual (SRM) Chapter 51
– Torque Values:
— Values for structural fasteners are given in 757 Structural Repair Manual,
Chapter 51.
— Values for airframe maintenance tasks are included in Chapter 20 of 757
Aircraft Maintenance Manual (AMM).
— Values for electrical maintenance tasks are included in Chapter 20 of
Standard Wiring Practices Manual (SWPM).
— Values for engine maintenance tasks are included in Chapter 70 of 757
Aircraft Maintenance Manual (AMM).
— Non-standard torque values for maintenance tasks are included in the
applicable installation step.
4. Use the approved fastener, process and material substitutions in accordance with
SRM Chapter 51.
5. A Detailed Inspection is defined as: An intensive examination of a specific item,
installation, or assembly to detect damage, failure, or irregularity. Available lighting
is normally supplemented with a direct source of good lighting at an intensity deemed
appropriate. Inspection aids such as mirrors, magnifying lenses, etc. may be
necessary. Surface cleaning and elaborate procedures may be required.
6. These work instructions refer to procedures included in other Boeing documents.
When the words "refer to" are used and the operator has an accepted alternative
procedure, the accepted alternative procedure can be used. When the words "in
accordance with" are included in the instruction, the procedure in the Boeing document
must be used.
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7. Boeing Service Letter 757-SL-51-022, Damage Reporting and Repair Plan/Design
Guidelines, is an acceptable procedure to request information from Boeing for
additional structural repair instructions. The Service Letter describes what information
must be provided to Boeing before a structural repair can be provided.
8. In the figures, lap joints and butt joints areas to be inspected are indicated with heavy
lines. Decal and repair areas to be inspected are shaded.
9. Paint/sealant removal and inspections are not required in lap joint areas where an
approved existing repair covers a potential scribe line, provided the repair spans a
minimum of three fastener rows beyond each side of the potential scribe line location
(perpendicular to the scribe line direction).
10. APPENDIX K can be used as an aid to record inspection results. It is not required
for compliance to use APPENDIX K.
11. APPENDIX L includes information for the fabrication or purchase of a scribe line
sample for use as a training aid. It is not required to use this sample. This sample is
an aid in identifying what a scribe line may look and feel like but is not intended to
show all damage that is considered a scribe line.
12. If an optical micrometer or laser measurement system cannot be used because the
upper skin of the lap joint covers a scribe line, then the scribe line depth does not
need to be determined at that location. These scribe lines must be considered typical
and therefore all inspection and other requirements for a typical scribe line apply.
13. It is required that individuals performing ultrasonic inspections on airplanes with
scribe lines to detect cracks per the relevant procedures must be recognized by the
operator or repair station as qualified to perform ultrasonic inspections on their
airplanes AND meet at least one of the following criteria:
– The individual must be qualified to at least Level II in the ultrasonic method in
accordance with an accepted industry standard, i.e. ATA Specification 105,
Mil-Std.-410, NAS-410, SNT-TC-1A, or EN-4179 or equivalent. or
– The individual has received specific Boeing training with Boeing providing a
certificate stating that the individual has satisfactorily completed the training in
the specific techniques. or
– The individual has a level I in the ultrasonic method in accordance with an
accepted industry standard and has received specific training and a statement
from the qualifying entity (employer) that the individual is qualified for this
particular inspection.
14. If scribe lines are found during any of the inspections contained in this service bulletin,
when determining the requirements for inspection and repair, each scribe line shall
be considered individually.
15. Approved repair is identified as any SRM repair, repair provided and approved by
Boeing for specific cases that were requested by the operator, or operator developed
repair that has Boeing approved Damage Tolerance Analysis.
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16. Refer to APPENDIX A, APPENDIX B, APPENDIX C, APPENDIX D, APPENDIX E,
APPENDIX F, APPENDIX G, APPENDIX H, and APPENDIX I for logic diagrams.
Logic diagrams are provided as an aid only. Information contained in Paragraph 1.E.,
Compliance is the primary source for compliance times. Information in Paragraph
3.B., Work Instructions is the primary source for tasks required for compliance.
17. If it is necessary to remove more parts for access, you can remove those parts. If
you can get access without removing identified parts, it is not necessary to remove
all of the identified parts. Jacking and shoring limitations must be observed.
18. Where the work instructions include installation of a kept part, a new or serviceable
part with the same part number can be installed as an alternative to the kept part.
19. Use of colors in Figures is based on guidance from the ATA e-Business Program
(ATA) iSpec 2200.
20. When more than one OPTION is given for a CONDITION, do only one of the OPTION
numbers. When more than one ACTION is given for a CONDITION number or an
OPTION number, do all of the ACTION numbers for that CONDITION number or
OPTION number.
21. The compliance times for the actions in Paragraph 3.B., WORK INSTRUCTIONS
are in Paragraph 1.E., Compliance.
22. Some steps in the Work Instructions are labeled as Required for Compliance (RC).
If this service bulletin is mandated by an Airworthiness Directive (AD), then the steps
labeled as RC, including sub-steps under an RC step and any figures identified in
an RC step, must be done to comply with the AD. If a step or sub-step is labeled
"RC Exempt," then the RC requirement is removed from that step or sub-step. An
Alternative Method of Compliance (AMOC) is required for any deviations to RC steps,
including sub-steps and identified figures. Steps not labeled as RC may be deviated
from using accepted methods in accordance with the operator's maintenance or
inspection program without obtaining approval of an AMOC. This is provided that
the RC steps, including sub-steps and identified figures, can still be done as specified,
and the airplane can be put back in an airworthy condition.
23. A typical scribe line is defined as a narrow, shallow, distinct line of damage (typically
up to 0.006 inch deep), usually associated with the removal of a fillet or gap seal (lap
joints and butt joints, respectively). Scribe lines can be both tactile and non-tactile.
Discoloration of the aluminum clad layer or small surface imperfections do not qualify
as a scribe line. A lightning strike at a lap joint or butt joint does not qualify as a scribe
line. In certain cases the scribe lines have also been associated with the trimming
of fuselage skin decals. Scribe lines that create a potential safety concern are
generally long continuous scribe lines or several adjacent scribe lines in a critical
orientation at specific locations with relatively high stresses. Figures are included in
the Service Bulletin to depict typical scribe line found common to lap joints, butt joints,
repairs, and decals.
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Grinding, gouging, or other "non-typical" damage, which is more significant (deeper
or locally more extensive) than the typical scribe line must be repaired before further
flight. Localized scratches, nicks and dents that might be induced in other areas of
the fuselage skin during either manufacture or maintenance operations are not
considered scribe lines. This type of damage should be addressed via the acceptable
maintenance practices detailed in the Structural Repair Manual.
B. WORK INSTRUCTIONS
INITIAL INSPECTIONS
1. Do PART 1: PREPARATION for inspection.
2. RC - Do PART 2: SKIN LAP JOINT DETAILED INSPECTION for any scribe line in ZONE 1, ZONE
2 and ZONE 3.
NOTE: If the operator's records show that the airplane has never been stripped or repainted
since delivery from The Boeing Company and correct sealant removal procedure is
implemented for all future work, then the skin lap joint inspections are not required. Correct
sealant removal procedures for future work can be found in APPENDIX J.
NOTE: If the operator's records show that the airplane has never been stripped or repainted
under the wing-to-body fairings since delivery from The Boeing Company and correct
sealant removal procedure is implemented for all future work, then the skin lap joint
inspections in the areas under the wing-to-body fairing are not required. Correct sealant
removal procedures for future work can be found in APPENDIX J.
NOTE: If the operator's records show that the removal of sealant at all times since delivery has
been accomplished in accordance with the sealant removal procedure in APPENDIX J,
then the skin lap joint inspections are not required.
NOTE: APPENDIX M shows the relationship between the initial inspection zones and the repeat
LRTS inspection zones.
NOTE: Operators may elect to inspect Zones 1, 2 and 3 at the same time before the threshold
is met.
a. CONDITION 1: NO SCRIBE LINE FOUND.
(1) No further inspections are required at this location.
NOTE: No further inspections are required at this location, provided that the correct
sealant removal procedure is used for all future work. Correct sealant removal
procedures for future work can be found in APPENDIX J.
b. CONDITION 2: ANY SCRIBE LINE FOUND.
(1) Do PART 7: SCRIBE LINE MEASUREMENT at each scribe line location.
(a) CONDITION 2.1: SCRIBE LINE IS LESS THAN 0.001 INCH DEEP.
1) No further inspections are required at this location.
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NOTE: No further inspections are required at this location, provided that the
correct sealant removal procedure is used for all future work. Correct
sealant removal procedures for future work can be found in APPENDIX
J.
(b) CONDITION 2.2: SCRIBE LINE IS WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE AND MORE THAN OR EQUAL TO 0.001 INCH DEEP.
1) Do PART 8: DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS for any crack at each scribe line location common to skin lap
joints.
a) CONDITION 2.2.1: NO CRACK FOUND.
{1} OPTION 1: Do the LRTS program at the times specified in Paragraph
1.E., Compliance.
NOTE: If the initial inspection of scribe lines in any zone is done
before the threshold, it is acceptable for not starting the LRTS
program until the applicable threshold is reached.
{2} OPTION 2: Contact The Boeing Company for repair instructions and
do the repair.
b) CONDITION 2.2.2: ANY CRACK FOUND.
{1} Contact The Boeing Company for repair instructions and do the repair.
(c) CONDITION 2.3: SCRIBE LINE IS NOT WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE.
1) Contact The Boeing Company for repair instructions and do the repair.
3. RC - Do PART 3: CIRCUMFERENTIAL BUTT JOINT DETAILED INSPECTION for any scribe line
at Station (STA) 440, STA 660, STA 780 and STA 1180.
NOTE: If the operator's records show that the airplane has never been stripped or repainted
since delivery from The Boeing Company and correct sealant removal procedure is
implemented for all future work, then the circumferential butt joint inspections are not
required. Correct sealant removal procedures for future work can be found in APPENDIX
J.
NOTE: If the operator's records show that the removal of sealant at all times since delivery has
been accomplished in accordance with the sealant removal procedure in APPENDIX J,
then the circumferential butt joint inspections are not required.
NOTE: Operators may elect to inspect the stated butt joint locations all at the same time before
the threshold is met.
a. CONDITION 1: NO SCRIBE LINE FOUND.
(1) No further inspections are required at this location.
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NOTE: No further inspections are required at this location, provided that the correct
sealant removal procedure is used for all future work. Correct sealant removal
procedures for future work can be found in APPENDIX J.
b. CONDITION 2: ANY SCRIBE LINE FOUND.
(1) Do PART 7: SCRIBE LINE MEASUREMENT at each scribe line location.
(a) CONDITION 2.1: SCRIBE LINE IS LESS THAN 0.001 INCH DEEP.
1) No further inspections are required at this location.
(b) CONDITION 2.2: SCRIBE LINE IS WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE AND MORE THAN OR EQUAL TO 0.001 INCH DEEP.
1) Do PART 8: DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS for any crack at each scribe line location common to
circumferential butt joints.
a) CONDITION 2.2.1: NO CRACK FOUND.
{1} OPTION 1: Do the LRTS program at the times specified in Paragraph
1.E., Compliance.
NOTE: If the initial inspection of scribe lines in any zone is done
before the threshold, it is acceptable for not starting the LRTS
program until the applicable threshold is reached.
{2} OPTION 2: Contact The Boeing Company for repair instructions and
do the repair.
b) CONDITION 2.2.2: ANY CRACK FOUND.
{1} Contact The Boeing Company for repair instructions and do the repair.
(c) CONDITION 2.3: SCRIBE LINE IS NOT WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE.
1) Contact The Boeing Company for repair instructions and do the repair.
4. RC - Do PART 4: DECAL - DETAILED INSPECTION for any scribe line at each decal in the
inspection area.
NOTE: If the operator's records show that the airplane has never had decals installed in the
inspection area since delivery, then the decal area inspections are not required.
a. CONDITION 1: NO SCRIBE LINE FOUND.
(1) No further inspections are required at this location.
b. CONDITION 2: ANY SCRIBE LINE FOUND.
(1) Do PART 7: SCRIBE LINE MEASUREMENT at each scribe line location.
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(a) CONDITION 2.1: SCRIBE LINE IS LESS THAN 0.001 INCH DEEP.
1) No further inspections are required at this location.
(b) CONDITION 2.2: SCRIBE LINE IS WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE AND MORE THAN OR EQUAL TO 0.001 INCH DEEP.
1) Do PART 8: DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS for any crack at each scribe line at decal locations.
a) CONDITION 2.2.1: NO CRACK FOUND.
{1} OPTION 1: Do the LRTS program at the times specified in Paragraph
1.E., Compliance.
NOTE: If the initial inspection of scribe lines in any zone is done
before the threshold, it is acceptable for not starting the LRTS
program until the applicable threshold is reached.
{2} OPTION 2: Contact The Boeing Company for repair instructions and
do the repair.
b) CONDITION 2.2.2: ANY CRACK FOUND.
{1} Contact The Boeing Company for repair instructions and do the repair.
(c) CONDITION 2.3: SCRIBE LINE IS NOT WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE.
1) Contact The Boeing Company for repair instructions and do the repair.
5. RC - Do PART 5: EXTERNAL APPROVED REPAIR DETAILED INSPECTION for any scribe line
in ZONE A, ZONE B and ZONE C.
NOTE: Refer to 757-300 SRM 53-00-01 for definition of ZONE A, ZONE B and ZONE C.
NOTE: The repair dimensions are measured relative to the size of the repair doubler.
NOTE: For each repair, if the operator's records show that the airplane has never been stripped
or repainted since the external approved repair has been installed and correct sealant
removal procedure is implemented for all future work, then the external approved repair
inspections for that specific repair are not required. Correct sealant removal procedures
for future work can be found in APPENDIX J.
NOTE: If the operator's records show that the removal of sealant at all times since the external
approved repair has been installed has been accomplished in accordance with the sealant
removal procedure in APPENDIX J and correct sealant removal procedure is implemented
for all future work, then the external approved repair inspections are not required.
NOTE: Inspection for any scribe line is only required where the external approved repair is in the
pressurized section of the fuselage.
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NOTE: Operators may elect to inspect the stated external approved repair locations all at the
same time before the threshold is met.
a. CONDITION 1: NO SCRIBE LINE FOUND.
(1) No further inspections are required at this location.
NOTE: No further inspections are required at this location, provided that the correct
sealant removal procedure is used for all future work. Correct sealant removal
procedures for future work can be found in APPENDIX J.
b. CONDITION 2: ANY SCRIBE LINE FOUND.
(1) Do PART 7: SCRIBE LINE MEASUREMENT at each scribe line location.
(a) CONDITION 2.1: SCRIBE LINE IS LESS THAN 0.001 INCH DEEP.
1) No further inspections are required at this location.
NOTE: No further inspections are required at this location, provided that the
correct sealant removal procedure is used for all future work. Correct
sealant removal procedures for future work can be found in APPENDIX
J.
(b) CONDITION 2.2: SCRIBE LINE IS WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE AND MORE THAN OR EQUAL TO 0.001 INCH DEEP.
1) Do PART 8: DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS for any crack at each scribe line location common to an existing
external approved repair.
a) CONDITION 2.2.1: NO CRACK FOUND.
{1} OPTION 1 (ACTION 1): Do the LRTS program at each scribe line
location in ZONE A and ZONE B common to external approved repair
that is 20 inches or longer longitudinally with no circumferential
limitations, and that ends on a 0.040 - 0.044 inch or 0.045 - 0.049 inch
skin thickness, at the times specified in Paragraph 1.E., Compliance.
NOTE: If the initial inspection of scribe lines in any zone is done
before the threshold, it is acceptable for not starting the LRTS
program until the applicable threshold is reached.
{2} OPTION 1 (ACTION 2): Contact The Boeing Company for Limited
Return to Service (LRTS) program instructions and do the work
instructed by Boeing for each scribe line location in ZONE C common
to external approved repair that is larger than 20 inches longitudinally
or 12 inches circumferentially.
{3} OPTION 2: Contact The Boeing Company for repair instructions and
do the repair.
b) CONDITION 2.2.2: ANY CRACK FOUND.
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{1} Contact The Boeing Company for repair instructions and do the repair.
(c) CONDITION 2.3: SCRIBE LINE IS NOT WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE.
1) Contact The Boeing Company for repair instructions and do the repair.
6. RC - Do PART 6: INTERNAL APPROVED REPAIR DETAILED INSPECTION for any scribe line
in ZONE C.
NOTE: Refer to 757-300 SRM 53-00-01 for definition of ZONE C.
NOTE: The repair dimensions are measured relative to the size of the skin cut-out.
NOTE: For each repair, if the operator's records show that the airplane has never been stripped
or repainted since the internal approved repair has been installed and correct sealant
removal procedure is implemented for all future work, then the internal approved repair
inspections for that specific repair are not required. Correct sealant removal procedures
for future work can be found in APPENDIX J.
NOTE: If the operator's records show that the removal of sealant at all times since the internal
approved repair has been installed has been accomplished in accordance with the sealant
removal procedure in APPENDIX J and correct sealant removal procedure is implemented
for all future work, then the internal approved repair inspections are not required.
a. CONDITION 1: NO SCRIBE LINE FOUND.
(1) No further inspections are required at this location.
NOTE: No further inspections are required at this location, provided that the correct
sealant removal procedure is used for all future work. Refer to APPENDIX J as
an accepted procedure for sealant removal.
b. CONDITION 2: ANY SCRIBE LINE FOUND.
(1) Do PART 7: SCRIBE LINE MEASUREMENT at each scribe line location.
(a) CONDITION 2.1: SCRIBE LINE IS LESS THAN 0.001 INCH DEEP.
1) No further inspections are required at this location.
NOTE: No further inspections are required at this location, provided that the
correct sealant removal procedure is used for all future work. Correct
sealant removal procedures for future work can be found in APPENDIX
J.
(b) CONDITION 2.2: SCRIBE LINE IS WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE AND MORE THAN OR EQUAL TO 0.001 INCH DEEP.
1) Contact The Boeing Company for repair instructions and do the repair.
(c) CONDITION 2.3: SCRIBE LINE IS NOT WITHIN THE LIMITS OF A TYPICAL SCRIBE
LINE.
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1) Contact The Boeing Company for repair instructions and do the repair.
7. Do PART 13: RESTORATION.
8. Put the airplane back to a serviceable condition.
LIMITED RETURN TO SERVICE (LRTS) PROGRAM INSPECTIONS
1. RC - Do PART 9: LIMITED RETURN TO SERVICE (LRTS) PROGRAM - SKIN LAP JOINT
DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS for any crack at each
scribe line location in ZONE 10, ZONE 11, ZONE 12 and ZONE 13.
NOTE: Initial inspections for any scribe line at skin lap joints needs to be done before doing the
LRTS program inspections.
NOTE: APPENDIX M shows the relationship between the initial inspection zones and the repeat
LRTS inspection zones.
NOTE: If the initial inspection of scribe lines in any zone is done before the threshold, it is
acceptable for not starting the LRTS program until the applicable threshold is reached.
a. CONDITION 3: NO CRACK FOUND IN ZONE 10.
(1) CONDITION 3 (ACTION 1): Repeat PART 9: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - SKIN LAP JOINT DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS for any crack at each scribe line location in ZONE 10 at the time specified
in Paragraph 1.E., Compliance.
(2) CONDITION 3 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
b. CONDITION 4: ANY CRACK FOUND IN ZONE 10.
(1) Contact The Boeing Company for repair instructions and do the repair.
c. CONDITION 5: NO CRACK FOUND IN ZONE 11.
(1) CONDITION 5 (ACTION 1): Repeat PART 9: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - SKIN LAP JOINT DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS for any crack at each scribe line location in ZONE 11 at the time specified
in Paragraph 1.E., Compliance.
(2) CONDITION 5 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
d. CONDITION 6: ANY CRACK FOUND IN ZONE 11.
(1) Contact The Boeing Company for repair instructions and do the repair.
e. CONDITION 7: NO CRACK FOUND IN ZONE 12.
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(1) CONDITION 7 (ACTION 1): Repeat PART 9: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - SKIN LAP JOINT DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS for any crack at each scribe line location in ZONE 12 at the time specified
in Paragraph 1.E., Compliance.
(2) CONDITION 7 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
f. CONDITION 8: ANY CRACK FOUND IN ZONE 12.
(1) Contact The Boeing Company for repair instructions and do the repair.
g. CONDITION 9: NO CRACK FOUND IN ZONE 13.
(1) CONDITION 9 (ACTION 1): Repeat PART 9: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - SKIN LAP JOINT DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTION for any crack at each scribe line location in ZONE 13 at the time specified
in Paragraph 1.E., Compliance.
(2) CONDITION 9 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
h. CONDITION 10: ANY CRACK FOUND IN ZONE 13.
(1) Contact The Boeing Company for repair instructions and do the repair.
2. RC - Do PART 10: LIMITED RETURN TO SERVICE (LRTS) PROGRAM - CIRCUMFERENTIAL
BUTT JOINT DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS for any
crack at each scribe line location at STA 440, STA 660, STA 780 and STA 1180.
NOTE: Initial inspections for any scribe line at circumferential butt joints needs to be done before
doing the LRTS program inspections.
NOTE: If the initial inspection of scribe lines in any zone is done before the threshold, it is
acceptable for not starting the LRTS program until the applicable threshold is reached.
a. CONDITION 11: NO CRACK FOUND AT STA 440.
(1) CONDITION 11 (ACTION 1): Repeat PART 10: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - CIRCUMFERENTIAL BUTT JOINT DETAILED AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS for any crack at each scribe line location at STA 440 at
the time specified in Paragraph 1.E., Compliance.
(2) CONDITION 11 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
b. CONDITION 12: ANY CRACK FOUND AT STA 440.
(1) Contact The Boeing Company for repair instructions and do the repair.
c. CONDITION 13: NO CRACK FOUND AT STA 660.
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(1) CONDITION 13 (ACTION 1): Repeat PART 10: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - CIRCUMFERENTIAL BUTT JOINT DETAILED AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS for any crack at each scribe line location at STA 660 at
the time specified in Paragraph 1.E., Compliance.
(2) CONDITION 13 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
d. CONDITION 14: ANY CRACK FOUND AT STA 660.
(1) Contact The Boeing Company for repair instructions and do the repair.
e. CONDITION 15: NO CRACK FOUND AT STA 780.
(1) CONDITION 15 (ACTION 1): Repeat PART 10: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - CIRCUMFERENTIAL BUTT JOINT DETAILED AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS for any crack at each scribe line location at STA 780 at
the time specified in Paragraph 1.E., Compliance.
(2) CONDITION 15 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
f. CONDITION 16: ANY CRACK FOUND AT STA 780.
(1) Contact The Boeing Company for repair instructions and do the repair.
g. CONDITION 17: NO CRACK FOUND AT STA 1180.
(1) CONDITION 17 (ACTION 1): Repeat PART 10: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - CIRCUMFERENTIAL BUTT JOINT DETAILED AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS for any crack at each scribe line location at STA 1180
at the time specified in Paragraph 1.E., Compliance.
(2) CONDITION 17 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
h. CONDITION 18: ANY CRACK FOUND AT STA 1180.
(1) Contact The Boeing Company for repair instructions and do the repair.
3. RC - Do PART 11: LIMITED RETURN TO SERVICE (LRTS) PROGRAM - DECAL DETAILED
AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS for any crack at each scribe line
location.
NOTE: Initial inspections for any scribe line at decal locations needs to be done before doing the
LRTS program inspections.
NOTE: If the initial inspection of scribe lines in any zone is done before the threshold, it is
acceptable for not starting the LRTS program until the applicable threshold is reached.
a. CONDITION 19: NO CRACK FOUND.
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(1) CONDITION 19 (ACTION 1): Repeat PART 11: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - DECAL DETAILED AND NON-DESTRUCTIVE TESTING (NDT)
INSPECTIONS for any crack at each scribe line location at the time specified in Paragraph
1.E., Compliance.
(2) CONDITION 19 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
b. CONDITION 20: ANY CRACK FOUND.
(1) Contact The Boeing Company for repair instructions and do the repair.
4. RC - Do PART 12: LIMITED RETURN TO SERVICE (LRTS) PROGRAM - EXTERNAL APPROVED
REPAIR DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS for any crack at
each scribe line location in ZONE A and ZONE B.
NOTE: Initial inspections for any scribe line at locations with existing external approved repair
needs to be done before doing the LRTS program inspections.
NOTE: Refer to 757-300 SRM 53-00-01 for definition of ZONE A and ZONE B.
NOTE: If the initial inspection of scribe lines in any zone is done before the threshold, it is
acceptable for not starting the LRTS program until the applicable threshold is reached.
a. CONDITION 21: NO CRACK FOUND in ZONE A or ZONE B common to external approved
repair that is 20 inches or longer longitudinally with no circumferential limitations, and that
ends on a 0.040 - 0.044 inch skin thickness.
(1) CONDITION 21 (ACTION 1): Repeat PART 12: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - EXTERNAL APPROVED REPAIR DETAILED AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS for any crack at each scribe line location in ZONE A
and ZONE B common to external approved repair that is 20 inches or longer longitudinally
with no circumferential limitations, and that ends on a 0.040 - 0.044 inch skin thickness
at the time specified in Paragraph 1.E., Compliance.
(2) CONDITION 21 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
b. CONDITION 22: ANY CRACK FOUND in ZONE A or ZONE B common to external approved
repair that is 20 inches or longer longitudinally with no circumferential limitations, and that
ends on a 0.040 - 0.044 inch skin thickness.
(1) Contact The Boeing Company for repair instructions and do the repair.
c. CONDITION 23: NO CRACK FOUND in ZONE A or ZONE B common to external approved
repair that is 20 inches or longer longitudinally with no circumferential limitations, and that
ends on a 0.045 - 0.049 inch skin thickness.
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(1) CONDITION 23 (ACTION 1): Repeat PART 12: LIMITED RETURN TO SERVICE (LRTS)
PROGRAM - EXTERNAL APPROVED REPAIR DETAILED AND NON-DESTRUCTIVE
TESTING (NDT) INSPECTIONS for any crack at each scribe line location in ZONE A
and ZONE B common to external approved repair that is 20 inches or longer longitudinally
with no circumferential limitations, and that ends on a 0.045 - 0.049 inch skin thickness
at the time specified in Paragraph 1.E., Compliance.
(2) CONDITION 23 (ACTION 2): Contact The Boeing Company for additional work instructions
and do the work instructed by Boeing at the time specified in Paragraph 1.E., Compliance.
d. CONDITION 24: ANY CRACK FOUND in ZONE A or ZONE B common to external approved
repair that is 20 inches or longer longitudinally with no circumferential limitations, and that
ends on a 0.045 - 0.049 inch skin thickness.
(1) Contact The Boeing Company for repair instructions and do the repair.
5. Do PART 13: RESTORATION.
6. Put the airplane back to a serviceable condition.
PART 1: PREPARATION
1. Skin Lap Joint:
a. Prepare the applicable skin lap joint areas for inspection as shown below and at the locations
in accordance with FIGURE 1, FIGURE 2 or FIGURE 3:
(1) If any section of the affected skin lap joint is under the wing-to-body fairing, remove the
fairing panels for access as shown in the table that follows. Refer to 757 AMM 06-41-00
for access panel location.
NOTE: If the operator's records show that the airplane has never been stripped or
repainted under the wing-to-body fairings since delivery from The Boeing
Company and correct sealant removal procedure is implemented for all future
work, then the skin lap joint inspections in the areas under the wing-to-body
fairing are not required. Refer to APPENDIX J as an accepted procedure for
sealant removal.
Right SideLeft Side
192AR191AL
196ER195EL
(2) Remove the sealant from the lower edge of all affected skin lap joints. Refer to APPENDIX
J as an accepted procedure for sealant removal.
(3) Remove the paint from below the lower edge of all affected skin lap joints. The bare area
should be at least one inch wide, as measured from the lower edge of the upper skin.
2. Circumferential Butt Joint:
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a. Prepare the applicable circumferential butt joint areas for inspection as shown below, and at
the locations in accordance with FIGURE 4, FIGURE 5, FIGURE 6 or FIGURE 7:
(1) Remove the sealant from within the gap of the affected circumferential butt joint. Refer
to APPENDIX J as an accepted procedure for sealant removal.
NOTE: It is recommended that the primer and paint, if present, not be removed from
the butt joint splice plate. If the primer is removed, do not use chemical stripper.
3. Decal:
a. Prepare the decal Zone for inspection as shown below and at the locations in accordance
with FIGURE 8.
(1) Remove the decal, edge sealant and paint along the edges of the decal within the
inspection areas only. The bare area should be at least half an inch wide on either side
of the edge of the decal. Refer to APPENDIX J of this service bulletin as an accepted
procedure for sealant removal.
NOTE: If decals were previously installed, and it can be determined where the edges
of the decals previously were, remove the paint from the area of the skin all
around the edges of the decal. The bare area should be at least half an inch
wide on either side of the line at the edge of the decal.
If decals were previously installed, but it can not be determined where the edges
of the decal were, remove the paint from all of the affected Zone decal locations.
4. External Approved Repair:
a. If applicable, prepare Zone A, Zone B and Zone C external approved repair areas for inspection
as shown below, and at the locations in accordance with FIGURE 9:
(1) Remove paint and sealant from the area of the skin around the periphery of the external
repair doubler that is in Zone A, Zone B or Zone C, 20 inches or longer longitudinally with
no circumferential limitations.
The bare area should be at least one inch wide, around the periphery of the repair doubler.
Refer to APPENDIX J of this service bulletin as an accepted procedure for sealant removal.
NOTE: 1. Refer to 757-300 SRM 53-00-01 for definition of repair Zone A, Zone
B and Zone C.
2. Scribe line inspection is only required where the external approved
repair is in the pressurized section of the fuselage. No inspection for
scribe around the external approved repair is required for repair in the
unpressurized section of the fuselage.
5. Internal Approved Repair:
a. If applicable, prepare Zone C internal approved repair areas for inspection as shown below,
and at the locations in accordance with FIGURE 10:
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(1) Remove the sealant from within the gap between the skin and the repair filler for internal
repair where the skin cut-out is greater than 20 inches long in the fore and aft direction
or greater than 12 inches in a circumferential direction.
Refer to APPENDIX J of this service bulletin as an accepted procedure for sealant removal.
Inspection is not required around internal approved repairs less than 20 inches long and
smaller than 12 inches in a circumferential direction.
NOTE: Refer to 757-300 SRM 53-00-01 for definition of repair Zone C.
PART 2: SKIN LAP JOINT DETAILED INSPECTION
1. Do detailed inspection of the fuselage skin lap joints for any scribe line in ZONE 1 in accordance
with FIGURE 1.
2. Do detailed inspection of the fuselage skin lap joints for any scribe line in ZONE 2 in accordance
with FIGURE 2.
3. Do detailed inspection of the fuselage skin lap joints for any scribe line in ZONE 3 in accordance
with FIGURE 3.
NOTE: In areas near lap joints, scribe lines normally run parallel to the lap joint in the lower skin
along the edge of the upper skin. These scribe lines are typically within 0.25 inches of
the lower edge of the upper skin. In some cases, portions of the scribe lines may be
directly adjacent to or slightly under the lower edge of the upper skin. The ends of these
scribe lines sometimes may also turn slightly away from the lap joint.
PART 3: CIRCUMFERENTIAL BUTT JOINT DETAILED INSPECTION
1. Do a detailed inspection of the circumferential butt joint splice plate for any scribe line at STA 440
in accordance with FIGURE 4.
2. Do a detailed inspection of the circumferential butt joint splice plate for any scribe line at STA 660
in accordance with FIGURE 5.
3. Do a detailed inspection of the circumferential butt joint splice plate for any scribe line at STA 780
in accordance with FIGURE 6.
4. Do a detailed inspection of the circumferential butt joint splice plate for any scribe line at STA 1180
in accordance with FIGURE 7.
NOTE: Scribe lines at butt joints are normally found on the splice plate in the gap between the
forward and aft skin edges and run along the butt joint.
PART 4: DECAL - DETAILED INSPECTION
1. Do a detailed inspection of the fuselage skin for any scribe line at each decal in the inspection
area in accordance with FIGURE 8.
PART 5: EXTERNAL APPROVED REPAIR DETAILED INSPECTION
1. Do a detailed inspection of the fuselage skin for any scribe line around the repair doubler of each
external approved repair in ZONE A, ZONE B and ZONE C in accordance with FIGURE 9.
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NOTE: Scribe lines normally follow the periphery of the doubler.
PART 6: INTERNAL APPROVED REPAIR DETAILED INSPECTION
1. Do a detailed inspection of the repair doubler for any scribe line around the repair filler of each
internal approved repair in ZONE C in accordance with FIGURE 10.
NOTE: Scribe lines normally follow the periphery of the repair filler in the gap between the skin
and the repair filler.
PART 7: SCRIBE LINE MEASUREMENT
1. Do one of the inspections that follow to measure the maximum depth of the scribe line.
a. Do a laser measurement inspection in accordance with 757 NDT Manual Part 10, 53-30-01.
b. Do an optical micrometer inspection.
NOTE: Only the laser measurement inspection in accordance with 757 NDT Manual Part 10,
53-30-01 can be used to confirm scribe line depth less than 0.001 inch.
PART 8: DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS
1. Skin Lap Joint:
a. Do a detailed and Non-Destructive Testing (NDT) inspection of the fuselage skin for any crack
at each scribe line location common to a skin lap joint as follows:
NOTE: If the deepest scribe line location has been found to be less than or equal to 0.006
inch and the scribe line has no crack, then all other scribe line locations within the
applicable lap joints qualify for the Limited Return To Service (LRTS) program repeat
inspections.
(1) Measure the distance of the scribe line from the lower edge of the upper skin.
(2) For any scribe line within 0.063 inch below the upper skin lower edge: Remove the sealant
from the lower edge of the entire lap joint from the butt joint forward of the scribe line to
the butt joint aft of the scribe line. Refer to APPENDIX J as an accepted procedure for
sealant removal.
(3) For any scribe line within 0.063 inch below the upper skin lower edge: Remove the paint
from below the lower edge of the entire lap joint from the butt joint forward of the scribe
line to the butt joint aft of the scribe line. The bare area should be at least one inch wide,
as measured from the lower edge of the upper skin.
(4) Do a detailed inspection and an Ultrasound (UT) Phased Array inspection, or do a detailed
inspection, Ultrasound (UT) Single Element inspection, and High Frequency Eddy Current
(HFEC) inspection, of the fuselage skin for any crack at each scribe line location in
accordance with FIGURE 11.
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NOTE: 1. The location of the scribe line below the upper skin lower edge
determines the applicable NDT inspection and the associated removal
of sealant or paint. If a scribe line is within 0.063 inch below the upper
skin lower edge, some of the inspections will have to be done along
the lap splice from the butt splice forward of the damage area to the
butt splice aft of the damage area. In other cases, the inspection may
only be required locally at the scribe line.
2. If a door cutout breaks up a skin panel between butt joints, then butt
joint to door cutout should be used in the instructions instead of butt
joint to butt joint.
3. If a lap joint has more than one zone between butt joints, and adjacent
zones have not been inspected for scribe lines, then inspections are
not required in these adjacent zones until the applicable zonal threshold.
2. Circumferential Butt Joint:
a. Do a detailed and NDT inspection of the circumferential butt joint splice plate for any crack at
each scribe line location common to a circumferential butt joint in accordance with FIGURE
12.
3. Decal:
a. Do a detailed and NDT inspection of the fuselage skin for any crack at each scribe line location
common to a decal in accordance with FIGURE 13.
4. External Approved Repair:
a. Do an NDT inspection of the fuselage skin for any crack at each scribe line location common
to an external approved repair as follows:
(1) Measure the distance of the scribe line from the edge of the external approved repair
doubler.
(2) For any scribe line within 0.063 inch from the edge of the external approved repair doubler:
Remove the sealant from the edges of the entire periphery of the external repair doubler.
Refer to APPENDIX J as an accepted procedure for sealant removal.
(3) For any scribe line within 0.063 inch from the edge of the external approved repair doubler:
Remove the paint from the edges of the entire periphery of the external repair doubler.
The bare area should be at least one inch wide, as measured from the edges of the repair
doubler.
(4) Do a detailed inspection, and either an Ultrasound (UT) Phased Array inspection or an
Ultrasound (UT) Single Element inspection, and High Frequency Eddy Current (HFEC)
inspections of the fuselage skin for any crack at each scribe line location in accordance
with FIGURE 14.
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### Page 57

NOTE: The location of the scribe line from the edge of the external approved repair
determines the applicable NDT inspection. If a scribe line is within 0.063 inch
from the edge of the external approved repair doubler, some of the inspections
will have to be done around the entire repair doubler periphery. In other cases,
the inspection may only be required locally at the scribe line.
PART 9: LIMITED RETURN TO SERVICE (LRTS) PROGRAM - SKIN LAP JOINT DETAILED AND
NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS
1. Determine which lap joint areas require inspections. Refer to documentation gathered in Part 8.
2. If any section of the affected lap joints is under the wing-to-body fairing, remove the appropriate
fairing panels for access.
3. Measure the distance of the scribe line damage relative to the lower edge of the upper skin.
4. For any scribe line within 0.063 inch below the upper skin lower edge: Remove the sealant from
the lower edge of the entire lap joint from the butt joint forward of the scribe line to the butt joint
aft of the scribe line. Refer to APPENDIX J as an accepted procedure for sealant removal.
5. Do a detailed and NDT inspection of the fuselage skin for any crack at each scribe line location in
accordance with Table 1.
Table 1: Skin Lap Joint LRTS detailed and NDT Inspection Zone Definition
NDT InspectionScribe Line Location
FIGURE 15ZONE 10
FIGURE 16ZONE 11
FIGURE 17ZONE 12
FIGURE 18ZONE 13
NOTE: The location of the scribe line below the upper skin lower edge determines the
applicable detailed and NDT inspections, and the associated removal of sealant
or paint. If a scribe is within 0.063 inch of the upper skin lower edge, some of
the inspections will have to be done along the lap splice from the butt splice
forward of the damage area to the butt splice aft of the damage area. In other
cases, the inspection may only be required locally at the scribe line.
1.
2. If a door cutout breaks up a skin panel between butt joints, then butt joint to door
cutout should be used in the instructions instead of butt joint to butt joint.
3. If a lap joint has more than one zone between butt joints, and adjacent zones
have not been inspected for scribe lines, then inspections are not required in
these adjacent zones until the applicable zonal threshold.
NOTE: APPENDIX M shows the relationship between the initial inspection zones and the repeat
LRTS inspection zones.
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PART 10: LIMITED RETURN TO SERVICE (LRTS) PROGRAM - CIRCUMFERENTIAL BUTT JOINT
DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS
1. Determine which circumferential butt joint areas require inspections. Refer to documentation
gathered in Part 8.
a. Do a detailed and NDT inspection of the circumferential butt joint splice plate for any crack at
each scribe line location in accordance with FIGURE 12.
NOTE: It is not necessary to remove the primer from the circumferential butt joint splice
plate.
PART 11: LIMITED RETURN TO SERVICE (LRTS) PROGRAM - DECAL DETAILED AND
NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS
1. Do a detailed and NDT inspection of the fuselage skin for any crack at each scribe line location in
accordance with FIGURE 13.
PART 12: LIMITED RETURN TO SERVICE (LRTS) PROGRAM - EXTERNAL APPROVED REPAIR
DETAILED AND NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS
1. Determine which external approved repair areas require inspections. Refer to documentation
gathered in Part 8.
2. If any section of the affected external approved repair is under the wing-to-body fairing, remove
the appropriate fairing panels for access.
3. Measure the distance of the scribe line from the edge of the doubler of the external approved
repair.
4. If a scribe line is located within 0.063 inch from the external repair doubler edge, remove sealant
around the entire periphery of the external repair doubler. Refer to APPENDIX J of this service
bulletin as an accepted procedure.
5. Do a detailed and NDT inspection of the fuselage skin for any crack at each scribe line location in
accordance with FIGURE 14.
NOTE: The location of the scribe line from the edge of the external approved repair determines
the applicable detailed and Non-Destructive Testing (NDT) inspections, and the associated
removal of sealant or paint. If a scribe is within 0.063 inch of the repair doubler periphery,
the inspections will have to be done around the entire repair doubler periphery. In other
cases, the inspection may only be required locally at the scribe line.
NOTE: Repairs that end on different thickness skin pockets have different repeat inspection
intervals. Refer to Paragraph 1.E., Compliance.
PART 13: RESTORATION
1. Do the external and internal surface finish restoration as follows:
a. If applicable, re-finish the external surface finish as follows:
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(1) Apply Type 2, Class A chemical conversion coating. Refer to SOPM 20-43-03 as an
accepted procedure.
(2) Apply BMS 10-72 paint system (primer plus enamel), or BMS 10-79, Type II (primer) plus
BMS 10-60, Type II (topcoat), or the operator's normal decorative paint system. Refer to
757 AMM 51-21-10 as an accepted procedure.
b. If applicable, re-finish the internal surface finish as follows:
(1) Apply Type 2, Class A chemical conversion coating. Refer to SOPM 20-43-03 as an
accepted procedure.
(2) Apply BMS 10-11, Type I primer. Refer to SOPM 20-41-02 as an accepted procedure.
2. Where any wing-to-body fairing panel was removed, install the kept fairing panel. Refer to 757
AMM 06-41-00 for access panel location.
NOTE: To reduce the possibility of future scribing, Boeing recommends that the BMS 5-95 fillet
seal not be reapplied except in the gap at the butt joint.
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BOEING SERVICE BULLETIN 757-53A0107
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- S-20L
0o000000000оро в (000 00000000000000.  l000l 11 00000000  S-20L -
FUSELAGE-SKIN LAP JOINT  - INSPECTION AREA  2552558
FIGURE 1: FUSELAGE - SKIN LAP JOINT - ZONE 1 - DETAILED INSPECTION
(SHEET 1 OF 3)
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